JP2002168140A - Fuel injection device and fuel injection control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the deviation in air fuel ration in engine adaptation and suppress the dispersion in air fuel ratio between a plurality of cylinders even if an injector having no highly accurate injection characteristics is used. SOLUTION: This fuel injection control device contains a fuel injection device 14 and an electronic control unit(ECU) 30. The fuel injection device is equipped with a plurality of injectors 9 mounted on a delivery pipe 10; a memory 43 installed in the delivery pipe 10 and individually holding injection characteristics of each injector 9; and a driving circuit 41 and the like. The ECU 30 calculates the control variable equivalent to the injection amount to be injected with one injector every time based on an injector reference characteristic, the control variable is corrected by referring the characteristic data of each injector 9 from the memory 43, and outputted. A driving circuit 41 of the fuel injection device 14 controls each injector 9 based on the corrected control amount, and individually controls the fuel injection amount of each injector 9.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device having a plurality of injectors mounted on a delivery pipe,
The present invention relates to a fuel injection control device that individually controls a fuel injection amount from each injector by driving each injector of the fuel injection device based on a required control amount.

[0002]

2. Description of the Related Art Conventionally, for example, in a vehicle engine, fuel injection is performed by electronic control. In this type of technology, a plurality of injectors, pressure regulators, and the like are mounted on a delivery pipe for use. In this type of electronically controlled fuel injection, an electronic control unit (ECU) calculates a control amount corresponding to an injection amount according to the operating state of the engine, and the ECU controls each injector based on the calculated control amount. , The amount of fuel injection from each injector is controlled.
Here, the delivery pipe is for distributing the fuel that has been pressure-fed from the fuel tank and introduced into the inside to a plurality of ports. Each injector is mounted on each port of the delivery pipe, and the valve opening time is electrically controlled to inject a required amount of fuel. The pressure regulator adjusts the fuel pressure inside the delivery pipe to a constant value.

[0003] With respect to a plurality of injectors mounted on a delivery pipe, there is some variation in injection characteristics among individual products. Therefore, in order to minimize the fuel injection control error due to this type of variation, the conventional fuel injection control device uses an injector having a median of the variation in the injection characteristic (standard injection characteristic = “standard characteristic”) when the engine is adapted. In addition to use, the standard characteristics were reflected in the calculation of the control amount by the ECU.

[0004]

However, in the conventional fuel injection control device, since the control amount cannot be calculated in consideration of the injection characteristics of each injector, the standard characteristic is used for calculating the control amount. Even if it is reflected, a deviation from the air-fuel ratio when the engine is adapted may occur, or a variation in the air-fuel ratio may occur among a plurality of cylinders. That is, it has been difficult to completely suppress the deviation of the air-fuel ratio resulting from the variation in the injection characteristics.

In order to solve this problem, injectors are required to have high-precision injection characteristics. For this reason, high processing accuracy, a precise adjustment process, and the like are required in the manufacturing process of the injector, which complicates the manufacturing of the injector.

In view of the above, conventionally, injectors having small variations in injection characteristics have been selected and assembled into a delivery pipe to reduce deviation from the air-fuel ratio when the engine is adapted. However, if such a selection is performed, an injector having a relatively large variation in injection characteristics is not used, and the product yield of the injector is deteriorated.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a fuel injection system which does not have high-precision injection characteristics, and which has a deviation from an air-fuel ratio when the engine is adapted and a plurality of cylinders. It is an object of the present invention to provide a fuel injection device and a fuel injection control device capable of suppressing variations in the air-fuel ratio of the fuel injection device.

[0008]

Means for Solving the Problems In order to achieve the above object, the invention according to claim 1 is directed to a delivery pipe for distributing fuel introduced therein to a plurality of ports, and attached to each port of the delivery pipe. It is intended that a plurality of injectors for injecting fuel and a characteristic holding unit for individually holding the injection characteristics of each injector be modularized and provided.

According to the configuration of the present invention, when controlling each of the plurality of injectors, the injection characteristic individually held by the characteristic holding means corresponding to each injector is used,
By correcting the control amount input to the injector based on them, it is possible to control the fuel injection amount with required accuracy, and it is possible to achieve uniform fuel injection accuracy among the injectors. Become. Further, since the delivery pipe, the plurality of injectors, and the characteristic holding means are modularized, they can be individually and integrally managed, and can be used for different engines.

According to a second aspect of the present invention, there is provided a fuel injection device which is provided separately from the fuel injection device, and wherein one injector injects each time. A control device including control amount calculating means for calculating a control amount corresponding to the power injection amount based on the standard injection characteristics of the injector, and the calculated injection amount held by each injector corresponding to each control amount. Therefore, the fuel injection amount from each injector is individually controlled by controlling each injector based on the corrected control amount.

According to the configuration of the present invention, the control amount corresponding to the injection amount to be injected by one injector each time is determined by the control amount calculation means of the control device provided separately from the modularized fuel injection device. The calculation is performed based on the standard injection characteristics of the injector. Then, the calculated control amounts are corrected for the corresponding injectors based on the injection characteristics held in the characteristic holding means. Then, by controlling each corresponding injector based on the corrected control amount, the fuel injection amount from each injector is individually controlled. Accordingly, when controlling each of the plurality of injectors, the fuel injection amount can be controlled with a required accuracy, and the fuel injection accuracy can be made uniform among the injectors.

According to a third aspect of the present invention, there is provided a fuel injection device which is provided separately from the fuel injection device, wherein one injector injects each time. A control device including a control amount calculating means for calculating a control amount corresponding to a power injection amount based on a standard injection characteristic of the injector, wherein each of the calculated control amounts corresponds via a characteristic holding unit. , Each injector is controlled based on the control amount corrected by each injection characteristic, and the fuel injection amount from each injector is individually controlled.

According to the configuration of the present invention, the control amount corresponding to the injection amount to be injected by one injector each time is determined by the control amount calculation means of the control device provided separately from the modularized fuel injection device. The calculation is performed based on the standard injection characteristics of the injector. Then, the calculated control amounts are input to the injectors via the characteristic holding means in which the injection characteristics of the corresponding injectors are held.
Then, each injector is controlled based on the control amount corrected by each injection characteristic to individually control the fuel injection amount from each injector. Thus, when controlling each of the plurality of injectors, the fuel injection amount can be controlled with a required accuracy, and the fuel injection accuracy can be made uniform among the injectors.

According to a fourth aspect of the present invention, there is provided a delivery pipe for distributing a fuel introduced therein to a plurality of ports, and a fuel injection device mounted on each port of the delivery pipe. A plurality of injectors, characteristic holding means for individually holding injection characteristics of each injector, and driving means for driving each injector based on a control amount input from the outside are modularized and provided.

According to the configuration of the present invention, when each of the plurality of injectors is controlled, the control amount input to the injector based on the injection characteristics individually held in the characteristic holding means corresponding to the injector. Is corrected, and each injector is driven by the driving unit based on the corrected control amount. As a result, the fuel injection amount can be controlled with a required accuracy, and the fuel injection accuracy can be made uniform among the injectors. Further, since the delivery pipe, the plurality of injectors, the characteristic holding means, and the driving means are modularized, they can be individually and integrally managed, and can be used for different engines.

According to a fifth aspect of the present invention, there is provided a fuel injection device which is provided separately from the fuel injection device, wherein one injector injects each time. Control amount calculating means for calculating a control amount corresponding to the power injection amount based on the standard injection characteristics of the injector; and a control amount correcting means for correcting each of the calculated control amounts based on the injection characteristics held in the fuel injection device. A control device including a control amount correction means, and the driving means drives each corresponding injector in the fuel injection device based on each control amount corrected by the control device, so that the fuel injection amount from the front injector is The purpose is to control individually.

According to the configuration of the present invention, the control amount corresponding to the injection amount to be injected by one injector each time is determined by the control amount calculation means of the control device provided separately from the modularized fuel injection device. The calculation is performed based on the standard injection characteristics of the injector. Then, the calculated control amounts are corrected by the control amount correction unit of the control device based on the injection characteristics held in the characteristic holding unit for each corresponding injector. Then, based on the corrected control amounts, the injectors are driven by the driving means of the fuel injection device to individually control the fuel injection amounts from the injectors. Thus, when controlling each of the plurality of injectors, the fuel injection amount can be controlled with a required accuracy, and the fuel injection accuracy can be made uniform among the injectors.

According to a sixth aspect of the present invention, there is provided a delivery pipe for distributing fuel introduced thereinto to a plurality of ports, and a fuel pipe mounted on each port of the delivery pipe for injecting fuel. A plurality of injectors, a characteristic holding unit for individually holding the injection characteristics of each injector, a control amount correction unit for correcting a control amount input from the outside based on the held injection characteristics, The driving means for driving each corresponding injector based on each control amount is modularized and provided.

According to the configuration of the present invention, when each of the plurality of injectors is controlled, the control amount input to the injector based on the injection characteristics individually held in the characteristic holding means corresponding to the injector. Is corrected by the control amount correction means, and each injector is driven by the drive means based on the corrected control amount, so that the fuel injection amount can be controlled with required accuracy, and the fuel injection between the injectors can be controlled. It is possible to achieve uniform injection accuracy. In addition, since the delivery pipe, the plurality of injectors, the characteristic holding unit, the control amount correcting unit, and the driving unit are modularized, it is possible to integrally manage them, and to be versatile for different engines. .

According to a seventh aspect of the present invention, there is provided a fuel injection device which is provided separately from the fuel injection device, wherein one injector injects each time. A control device including control amount calculating means for calculating a control amount corresponding to the injection amount to be based on the standard injection characteristic of the injector, and each control amount calculated by the control device is stored in a characteristic holding unit in the fuel injection device. The control amount correction unit corrects the fuel injection amount from each injector individually by driving the corresponding injector based on the corrected control amount based on each of the held injection characteristics. The purpose is to control.

According to the configuration of the present invention, the control amount corresponding to the injection amount to be injected by one injector each time is determined by the control amount calculating means of the control device provided separately from the modularized fuel injection device. The calculation is performed based on the standard injection characteristics of the injector. Then, each injector corresponding to the calculated control amount is corrected by the control amount correction unit of the fuel injection device based on the injection characteristic held in the characteristic holding unit of the fuel injection device. By driving each injector by the driving means of the fuel injection device based on the amount, the amount of fuel injection from each injector is individually controlled. Thus, when controlling each of the plurality of injectors, the fuel injection amount can be controlled with a required accuracy, and the fuel injection accuracy can be made uniform among the injectors.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] A first embodiment of a fuel injection device and a fuel injection control device according to the present invention (claims 1, 2, 4, and 5) will be described below. This will be described in detail with reference to the drawings.

FIG. 1 shows a schematic configuration of an automobile gasoline engine system to which a fuel injection device and a fuel injection control device are applied. A multi-cylinder type engine 1 having a known structure includes fuel and air supplied through an intake passage 2,
That is, the combustible air-fuel mixture is supplied to the first cylinder # 1, the second cylinder # 2,
The pistons (not shown) are driven by causing the combustion chambers of the cylinders # 1 to # 4 to explode and burn in the # 3 and # 4 cylinders, and exhausting the exhausted gas through the exhaust passage 3. Then, the crankshaft 4 is rotated to obtain power.

The throttle valve 5 provided in the intake passage 2 is opened and closed to adjust the amount of air (intake amount) flowing through the passage 2 and taken into each combustion chamber. The valve 5 is driven in conjunction with the operation of an accelerator pedal 6 provided in a driver's seat. The throttle sensor 7 provided for the throttle valve 5 detects an opening degree (throttle opening degree) TA of the valve 5 and outputs an electric signal corresponding to the detection result. An intake pressure sensor 8 provided in the intake passage 2 detects an intake pressure PM in the intake passage 2 downstream of the throttle valve 5,
It outputs an electric signal according to the detection result.

A plurality of injectors 9 provided at intake ports corresponding to the cylinders # 1 to # 4 are provided with a plurality of injectors 9 respectively.
The fuel is injected corresponding to the above. Injector 9
Is a fuel injection valve that is opened with a built-in solenoid valve. These injectors 9 are mounted on a plurality of ports (not shown) of one delivery pipe 10. Delivery pipe 10
Is for distributing the fuel pumped from the fuel tank 11 and introduced thereinto to the injectors 9. The delivery pipe 10 is provided with a pressure regulator 12 for adjusting the fuel pressure inside the delivery pipe 10 to a constant value. Further, the delivery pipe 10 is provided with an electronic circuit 13 related to the control of each injector 9. This electronic circuit 1
3 is provided on the outer wall surface or inside the outer wall of the delivery pipe 10 in a sealed state. Each injector 9 is electrically connected to the electronic circuit 13. In this embodiment, the plurality of injectors 9, the delivery pipe 10, the pressure regulator 12, and the electronic circuit 13 are modularized to form an integrated fuel injection device 14.

A plurality of spark plugs 15 provided in the engine 1 corresponding to the respective combustion chambers operate by receiving an ignition signal distributed from a distributor 16. The distributor 16 distributes the high voltage output from the igniter 17 to each ignition plug 15 in synchronization with the rotation angle of the crankshaft 4, that is, the change in the crank angle. The operation timing of each spark plug 15, that is, the ignition timing is determined by the output timing of the high voltage output from the igniter 17. Therefore, by controlling the igniter 17, the ignition timing of each ignition plug 15 is controlled.

The oxygen sensor 18 provided in the exhaust passage 3
Detects the oxygen concentration Ox in the exhaust gas discharged from each combustion chamber to the exhaust passage 3 and outputs an electric signal according to the detection result.

A rotation speed sensor 19 provided corresponding to the crankshaft 4 detects the rotation speed of the shaft 4, that is, the engine rotation speed NE, and outputs an electric signal according to the detection result. . The water temperature sensor 20 provided in the engine 1 detects the temperature (cooling water temperature) THW of the cooling water flowing inside the engine 1 and outputs an electric signal according to the detection result. This cooling water temperature T
HW indicates the temperature state of the engine 1.

In this embodiment, the throttle sensor 7, the intake pressure sensor 8, the oxygen sensor 18, the rotational speed sensor 19, the water temperature sensor 20 and the like constitute operating state detecting means for detecting the operating state of the engine 1. .

In this embodiment, the fuel supply device for supplying fuel to the modularized fuel injection device 14 comprises a fuel tank 11, a fuel pump 21, a fuel filter 22, a fuel pipe 23 and the like. Fuel is stored in the fuel tank 11. An electric fuel pump 21 built in the fuel tank 11 pumps up and discharges the fuel in the tank 11. The fuel pipe 23 connected to the discharge port side of the fuel pump 21 is connected to the delivery pipe 10 via the fuel filter 22. When the fuel pump 21 operates, the fuel in the fuel tank 11 is discharged from the pump 21 to the fuel pipe 23, the foreign matter is removed by the fuel filter 22, and the fuel is pumped to the delivery pipe 10. The fuel introduced into the delivery pipe 10 is distributed to each injector 9, injected into a corresponding intake port with the operation of each injector 10, and supplied to a corresponding combustion chamber.

In this embodiment, an electronic control unit (EC
U) 30 inputs various signals output from the aforementioned throttle sensor 7, intake pressure sensor 8, oxygen sensor 18, rotational speed sensor 19, water temperature sensor 20, and the like. ECU
The control unit 30 controls each injector 9 and the igniter 17 based on these input signals in order to execute fuel injection control including air-fuel ratio control and ignition timing control.

Here, the fuel injection control is to control the amount of fuel (fuel injection amount) injected from each injector 9 and its injection timing in accordance with the operating state of the engine 1. The air-fuel ratio control is to feedback-control the air-fuel ratio in the engine 1 based on the detection value of the oxygen sensor 18 and the like. The ignition timing control is to control the ignition timing of each ignition plug 15 by controlling the igniter 17 according to the operating state of the engine 1.

FIG. 2 shows the electrical configuration of the fuel injection control device including the fuel injection device 14 and the ECU 30. In this embodiment, an ECU provided separately from the fuel injection device 14
Reference numeral 30 corresponds to a control device including the control amount calculating means and the control amount correcting means of the present invention. The ECU 30 includes a central processing unit (CPU) 31, a read-only memory (ROM) 32,
It has a well-known configuration in which a random access memory (RAM) 33 and an input / output port 34 are connected by a bus 35. The ROM 32 stores in advance predetermined control programs related to the various controls described above. ECU
(CPU 31) 30 executes the various controls described above according to these control programs.

In this embodiment, the electronic circuit 13 of the fuel injection device 14 includes a drive circuit 41, an abnormality detection circuit 42, a memory 43, a communication circuit 44, and an input / output port 45.
The non-volatile memory 43 is used to individually hold, as characteristic data, the injection characteristics of each injector 9 provided corresponding to each of the cylinders # 1 to # 4, and corresponds to the characteristic holding means of the present invention. . The drive circuit 41 drives each injector 9 based on a control amount input from the outside, and corresponds to a drive unit of the present invention. The abnormality detection circuit 42 detects abnormality of each injector 9 and corresponds to abnormality detection means. Communication circuit 44
Is for transmitting the respective characteristic data stored in the memory 43 and the detection result by the abnormality detection circuit 42 to the outside, and corresponds to a transmission unit. I / O port 45 is EC
It is connected to the input / output port 34 of U30 by a predetermined wiring.

Here, the characteristic data stored in the memory 43 includes the “cylinder number” of each injector 9 and the “injection amount characteristic” of each injector 9 corresponding to the injection characteristic. This “injection amount characteristic” is represented by “static injection amount Qts” and “dynamic injection amount qts”. Generally, as shown in the graph of FIG. 3, the “injection amount characteristic” represents “dynamic injection amount qdyn” with respect to “energization time Ti” to the solenoid coil of the injector. "Static injection quantity Qt
"s" is an amount injected per unit time when the valve needle of the injector is held at the maximum lift position under the specified pressure, and represents a slope in the straight line in FIG.
“Dynamic injection amount qts” means an injection amount during a certain energization time Ti. In general, it is represented by the injection amount per one stroke of the valve needle during the energization time of 2.5 ms. That is, as shown in FIG. 3, in a range where the relationship between the energization time Ti and the dynamic injection amount qdyn is linear, the relationship between the dynamic injection amount qdyn and the arbitrary energization time Ti is obtained from the characteristic diagram of FIG. 3. It is represented by the following equation (1). “Tv” in the following equation means the invalid injection time. q = (Q / 60) * (Ti−Tv) (1) The communication circuit 44 communicates the characteristic data and the result of abnormality detection with the ECU 30 by serial communication via an input / output port.
Send to

On the other hand, the ECU 30 calculates a control amount corresponding to the injection amount to be injected by one injector 9 each time based on the standard injection characteristic of the injector 9 as a control amount calculation unit, and uses the control amount correction unit as a control amount correction unit. The calculated control amounts are corrected for the corresponding injectors 9 based on the injection amount characteristics held in the memory 43. ECU 30
Outputs an injector energization signal (pulse signal) as a control amount corrected corresponding to each injector 9 to the electronic circuit 13 of the fuel injection device 14. Then, in the electronic circuit 13, the driving circuit 41 drives the corresponding injectors 9 based on the energization signal, thereby individually controlling the fuel injection amount from each injector 9.

Next, the processing of the fuel injection control executed by the ECU 30 will be described. FIG. 4 is a flowchart showing the contents of the fuel injection control program. ECU
30 executes this routine at each injection start timing.

In step 100, the ECU 30 should inject one injector 9 each time based on the detection signals of the various sensors 7, 8, 18 to 20 and the standard injection characteristics of the injector 9 (hereinafter referred to as "standard characteristics"). The injection energization time TAU corresponding to the injection amount is calculated. The ECU 30 calculates the injection energizing time TAU according to the following equation (2). TAU ← TP * Km (2) Here, [TP] means a basic injection time, which is calculated based on detection signals of the intake pressure sensor 8 and the rotation speed sensor 19 and standard characteristics of the injector 9. Things. "K
“m” means a correction coefficient, which is calculated based on detection signals of the throttle sensor 7, the oxygen sensor 18, and the water temperature sensor 20.

In step 110, the ECU 30 calculates a synchronous injection time TR. The ECU 30 calculates the synchronous injection time TR according to the following equation (3). TR ← TAU + Tv (3) Here, “Tv” means an invalid injection time. "T
[R] means the injection time calculated based on the standard characteristics of the injector 9.

In step 120, the ECU 30 checks the current injection timing. That is, it is checked whether or not it is the injection timing for the n-th cylinder among # 1 to # 4.

In step 130, the ECU 30 determines whether or not the characteristic data of the injectors 9 of all the cylinders have been received. That is, it is determined whether or not all the characteristic data of all the injectors 9 stored in the memory 43 of the electronic circuit 13 of the fuel injection device 14 and transmitted by the transmission circuit 44 have been received.

If the determination result in step 130 is negative, the ECU 30 shifts the processing to step 140.
In step 140, the ECU 30 sets the synchronous injection time TR calculated in step 110 as the final synchronous injection time TR1 of the n-th cylinder without correction in consideration of the injection characteristics of each injector 9, and proceeds to step 17
Move to 0.

On the other hand, if the decision result in the step 130 is affirmative, the ECU 30 shifts the processing to the step 150. In step 150, the ECU 30 determines the measured energization time Tts (n), the static injection amount Qts (n), and the dynamic injection amount qts (n as the characteristic data of the injector 9 of the nth cylinder transmitted from the fuel injection device 14. ) Is read out. Here, from the electronic circuit 13 of the fuel injection device 14 to the ECU 30
The transmission of the characteristic data may be performed at predetermined time intervals, such as at 1-second intervals or 10-second intervals, or may be performed once each time the engine 1 is started.

Thereafter, at step 160, the ECU 30
Is the synchronous injection time TR calculated in step 110,
By correcting using the measured energization time Tts (n), the static injection amount Qts (n), and the dynamic injection amount qts (n), the final synchronous injection time TR1 of the n-th cylinder is calculated. The ECU 30 executes the correction based on the characteristic data as described below. First, the ECU 30 calculates the dynamic injection amount qdyn based on the synchronous injection time TR in the standard characteristics according to the following equation (4). qdyn = (Q / 60) * (TR−Tv) (4) where “Q” is a static injection amount, “Tv” is an invalid injection time, and is stored in the ROM 32 of the ECU 30 in advance. ing. Next, the ECU 30 calculates the invalid injection time Tv1 according to the following equation (5). Tv1 = Tts− (60 * qts) / Qts (5) Next, the ECU 30 calculates the final synchronous injection time TR1 according to the following equation (6). TR1 = (60 * qdyn) / Qts + Tv1 (6) In this way, the final synchronous injection time TR1 is set to the injector 9 of the n-th cylinder and the cylinder 9 determined in step 120.
Calculate only for

Then, step 140 or step 16
After shifting from 0, in step 170, the ECU 30 starts energizing the injector 9 of the n-th cylinder. As a result, the valve opening of the injector 9 of the n-th cylinder is started.

Thereafter, at step 180, the ECU 30
Sets “energization OFF after TR1 hour” to the injector 9 of the n-th cylinder. That is, the elapsed time of the calculated final synchronous injection time TR1 is set as the valve closing time of the injector 9.

By performing the fuel injection control as described above, the actual characteristics are corrected from the standard characteristics in FIG. In this embodiment, the above correction is performed by the ECU.
30 is performed. FIG. 5 shows the timing of synchronous injection of the four-cylinder engine. Here, the first cylinder # 1, the third cylinder # 3, the fourth cylinder # 4, and the second cylinder # 2
The fuel injection by the corresponding injectors 9 is performed in this order. In FIG. 5, the length of each bar is indicated by each cylinder # 1 to # 4.
Means the length of the final synchronous injection time TR1 corresponding to the injector 9 of FIG. The starting point of each bar indicates the timing at which current is supplied.

As described above, according to the fuel injection control device of this embodiment, the injection to be performed by one injector 9 each time is performed by the ECU 30 provided separately from the modularized fuel injection device 14. A synchronous injection time TR as a control amount corresponding to the amount is calculated based on the standard characteristics of the injector 9. Then, the ECU 30 corrects the calculated respective synchronous injection times TR for the corresponding injectors 9 based on the characteristic data as the injection characteristics held in the memory 43 of the electronic circuit 13 of the fuel injection device 14. Then, by driving each injector 9 corresponding to the drive circuit 41 of the fuel injection device 14 based on each final synchronous injection time TR1 obtained by the correction, the amount of fuel injection from each injector 9 is individually controlled. It is supposed to. Therefore, when each of the plurality of injectors 9 is controlled, it is possible to control the fuel injection amount with a required accuracy.
, The fuel injection accuracy can be made uniform.
As a result, the injector 9 having no high-precision injection characteristics
Is used, the deviation from the air-fuel ratio when the engine 1 is adapted and the variation in the air-fuel ratio among the cylinders # 1 to # 4 can be suppressed. That is, even if the injector 9 having the injection characteristics having the usual variation is used, the deviation and the variation in the air-fuel ratio can be suppressed. For this reason, there is no need to dare to manufacture and use high-precision injectors, or it is not necessary to select injectors having small variations in injection characteristics and assemble them into the fuel injection device 14. By this. An injector having a relatively large variation in injection characteristics can be used for the fuel injection device 14, and the product yield of the injector can be improved.

According to the fuel injection device 14 of this embodiment, the delivery pipe 10, the plurality of injectors 9,
Since the electronic circuit 13 including the drive circuit 41 and the memory 43 and the like is modularized, they can be individually and individually managed, and can be generally used for different engines 1. As a result, the manufacture and repair work of the engine 1 can be made easier than in the conventional case.

According to the fuel injection device 14 of this embodiment, since the electronic circuit 13 is provided with the abnormality detection circuit 42, the operation of each injector 9 can be constantly monitored and their failure can be detected in real time. it can. Thereby, the fuel injection control by the ECU 30 can be performed in response to a failure of each injector 9 such as forcibly stopping the fuel pump 21 as necessary.

[Second Embodiment] Next, a second embodiment of a fuel injection device and a fuel injection control device according to the present invention (claims 1 and 3) will be described in detail with reference to the drawings. explain. In the following embodiments including this embodiment, the same components as those in the first embodiment will be denoted by the same reference numerals, and description thereof will be omitted, and mainly different points will be mainly described. .

This embodiment differs from the first embodiment in the configuration of the electronic circuit 13 of the fuel injection device 14 and the control executed by the ECU 30. In particular, this embodiment is different from the first embodiment in that the control amount relating to the injection characteristics of each injector 9 is not corrected on the ECU 30 side but on the fuel injection device 14 side.

FIG. 6 shows the electrical configuration of the fuel injection control device including the fuel injection device 14 and the ECU 30. In this embodiment, the above-described drive circuit 41, abnormality detection circuit 42,
Instead of the memory 43 and the communication circuit 44, the electronic circuit 13
Include an input / output port 45 and an output correction circuit 46 for each injector 9. The output correction circuit 46 includes a plurality of energization time extension circuits 46a to 46d provided corresponding to the cylinders # 1 to # 4. Output correction circuit 4
Reference numeral 6 corresponds to a characteristic holding unit for individually holding the injection characteristics of each injector 9. Each of the energization time extension circuits 46a to 46d replaces each injection characteristic with an extension time for compensating the synchronous injection time TR in order to match the injection characteristic (actual characteristic) of the corresponding injector 9 with the standard characteristic. The synchronous injection time TR is extended by the extension time. That is, the energization time extension circuit 46a of the first cylinder # 1 extends the input synchronous injection time TR by the required time in order to perform correction in consideration of the injection characteristics of the injector 9 of the first cylinder # 1. Has become. Hereinafter, the same applies to the configurations of the energization time extension circuits 46b to 46d of the second cylinder # 2 to the fourth cylinder # 4.

On the other hand, in this embodiment, the ECU 30
This corresponds to a control device including control amount calculation means for calculating a synchronous injection time TR as a control amount corresponding to the injection amount to be injected by one injector 9 each time based on the standard characteristics of the injector 9. In this embodiment, the ECU 30
Calculates the synchronous injection time TR calculated based on the standard characteristics of each injector 9 and does not correct the injection time TR, unlike the ECU 30 of the first embodiment. E
The CU 30 outputs an injector energizing signal (pulse signal) according to the calculated synchronous injection time TR.

Then, each cylinder # calculated by the ECU 30
The synchronous injection time TR corresponding to 1 to # 4 is input to the electronic circuit 13 of the fuel injection device 14 in the form of an injector energizing signal, and is input to each corresponding injector 9 via the output correction circuit 46 of the electronic circuit 13. Is done. Thereby, each injector 9 is controlled based on the injector energization signal corresponding to the final synchronous injection amount TR1 corrected by the injection characteristic of each injector 9, and the fuel injection amount from each injector 9 is individually controlled. ing.

FIGS. 7A and 7B show the relationship between the injector energization signal output from the ECU 30 to the electronic circuit 13 of the fuel injection device 14 and the injector energization signal output from the electronic circuit 13 to each injector 9. The relationship is shown in the time chart. Here, the ON pulse time of the injector energization signal from the ECU 30 corresponds to the synchronous injection time TR,
The ON pulse time of the injector energization signal from the electronic circuit 13 corresponds to the final synchronous injection time TR1. And
In the final synchronous injection time TR1, the increment from the synchronous injection time TR becomes the extension time ΔTR extended by the output correction circuit 46.

Therefore, the same operation and effect as those of the fuel injection control device of the first embodiment can be obtained by the fuel injection control device of this embodiment. Also, the same operation and effect as the fuel injection device 14 of the first embodiment can be obtained by the fuel injection device 14 of this embodiment.

Third Embodiment Next, a third embodiment of a fuel injection device and a fuel injection control device according to the present invention (claims 1, 2, 6, and 7) will be described with reference to the drawings. And will be described in detail.

In this embodiment, the configuration of the electronic circuit 13 of the fuel injection device 14 is different from that of the second embodiment. The ECU 30 has the same configuration as that of the second embodiment. Also in this embodiment, the ECU 30 does not correct the control amount related to the injection characteristic of each injector 9,
This is performed on the side of the fuel injection device 14.

FIG. 8 shows an electric configuration of a fuel injection control device including the fuel injection device 14 and the ECU 30. In this embodiment, the output correction circuit 4 described in the second embodiment is used.
6, the electronic circuit 13 includes the drive circuit 41 and the memory 4.
3. It is composed of an arithmetic circuit 47 and an input / output port 45. The drive circuit 41, the memory 43, and the input / output port 45 are connected to the arithmetic circuit 47, respectively. Drive circuit 41
Is connected to each injector 9. The memory 43 is for individually retaining the injection characteristics of the injectors 9 of the cylinders # 1 to # 4 as characteristic data, as described above, and corresponds to the characteristic retaining means of the present invention. The arithmetic circuit 47 is for correcting a control amount input from the outside based on each injection characteristic held in the memory 43, and corresponds to a control amount correction unit of the present invention. The arithmetic circuit 47 has a memory (not shown). The drive circuit 41 drives each corresponding injector 9 based on each control amount corrected by the arithmetic circuit 47, and corresponds to a drive unit of the present invention.

In this embodiment, the synchronous injection time TR corresponding to each of the cylinders # 1 to # 4 calculated by the ECU 30 is:
The signal is input to the electronic circuit 13 of the fuel injection device 14 in the form of an injector energization signal, and is taken into the arithmetic circuit 47 thereof. In the arithmetic circuit 47, the calculated synchronous injection time TR
Is corrected by referring to the respective injection characteristics held in the memory 43 to calculate the final synchronous injection time TR1, and the drive circuit 41 responds based on the final synchronous injection time TR1 obtained by the correction. Each injector 9 to be driven is driven. Thereby, each injector 9 is controlled based on the injector energization signal corresponding to the final synchronous injection amount TR1 corrected by the injection characteristic of the corresponding injector 9 to individually control the fuel injection amount from each injector 9. Has become.

Next, the processing content of the fuel injection control executed by the arithmetic circuit 47 of the electronic circuit 13 will be described. 9 and 10 are flowcharts showing the contents of the fuel injection control program.

FIG. 9 is a flowchart showing the operation of each cylinder # 1 to #
4 shows a routine for processing the start of energization of an output signal to the injector 9 of FIG. This routine is executed by the arithmetic circuit 47 of the electronic circuit 13 every time each injector energization signal is input (energization start timing). Step 200
Then, the arithmetic circuit 47 turns on the injector 9 of the n-th cylinder.
The time ONTIME (n) is stored in its own memory. Next, at step 210, the arithmetic circuit 47 starts energizing the injector 9 of the n-th cylinder. That is, ECU
At the ON (energization start) timing of each injector energization signal 30, the arithmetic circuit 47 outputs a signal to the specific injector 9.
Is started. Thus, the arithmetic circuit 47
Starts the energization of the injectors 9 of the cylinders # 1 to # 4 sequentially at the ON timing of each injector energization signal of the ECU 30.

FIG. 10 is a flowchart showing the operation of each cylinder # 1 to # 1.
A routine for processing the termination of energization of the output signal to the # 9 injector 9 will be described. This routine is executed by the arithmetic circuit 47 of the electronic circuit 13 every time each injector energization signal is input (energization end timing).

In step 300, the arithmetic circuit 47 stores the input signal OFF time OFFTIME (n) of the n-th cylinder in its own memory.

Next, at step 310, the arithmetic circuit 47
Calculates the input signal ON time TR (n) of the n-th cylinder according to the following equation (7). TR (n) ← OFFTIME (n) −ONTIME (n) (7) Here, the input signal ON time TR (n) of the n-th cylinder is
This corresponds to the synchronous injection time in the standard characteristics of each injector 9. “ONTIME (n)” is the input signal ON time of the n-th cylinder stored in the memory.

Next, at step 320, the arithmetic circuit 47
Are the characteristic data Tts (n) of the injector 9 of the n-th cylinder,
qts (n) and Qts (n) are read from the memory 43.

Next, at step 330, the arithmetic circuit 47
Corrects the synchronous injection time TR (n) output from the ECU 30 for the injector 9 of the n-th cylinder using the corresponding read characteristic data Tts (n), qts (n), and Qts (n). By doing so, the final synchronous injection time TR1 (n) is calculated.

Next, at step 340, the arithmetic circuit 47
Calculates the energization extension time ΔTR (n) corresponding to the injector 9 of the n-th cylinder according to the following equation (8). ΔTR (n) ← TR1 (n) −TR (n) (8) That is, the difference between the final synchronous injection time TR1 (n) and the synchronous injection time TR (n) is calculated as the energization extension time ΔTR.

Then, at step 350, the arithmetic circuit 47
Sets “energization OFF after elapse of the energization extension time ΔTR (n)” for the injector 9 of the n-th cylinder. For example, the timer of the real-time output port of the arithmetic circuit 47 is set.

As described above, the arithmetic circuit 47 of the electronic circuit 13
In the same manner as in the time chart of FIG. 7 described above.
In response to the output of the injector energization signal corresponding to the above, the electronic circuit 13 outputs the injector energization signal corresponding to the final synchronous injection time TR1 extended by the energization extension time ΔTR.

Therefore, the same operation and effect as the fuel injection control device of the first embodiment can be obtained by the fuel injection control device of this embodiment. Also, the same operation and effect as the fuel injection device 14 of the first embodiment can be obtained by the fuel injection device 14 of this embodiment.

[Fourth Embodiment] Next, a fourth embodiment of a fuel injection device and a fuel injection control device according to the present invention (claims 1, 2, 6, and 7) will be described with reference to the drawings. And will be described in detail.

This embodiment differs from the third embodiment in that the electronic circuit 13 of the fuel injection device 14 and the ECU 30
Is different. Also in this embodiment, the correction of the control amount relating to the injection characteristics of each injector 9 is not performed on the ECU 30 side, but is performed on the fuel injection device 14 side.

FIG. 11 shows the fuel injection device 14 and the ECU 30
1 shows an electrical configuration of a fuel injection control device including the same. In this embodiment, the electronic circuit 13 described in the third embodiment is used.
Instead, the electronic circuit 13 includes an abnormality detection circuit 42, a conduction time correction drive circuit 48, a memory 43, a communication circuit 44, and an input / output port 45. The communication circuit 44 is connected to an energization time correction drive circuit 48, an abnormality detection circuit 42, and an input / output port 45. The memory 43, the communication circuit 44, the abnormality detection circuit 42, the input / output port 45, and the injectors 9 are connected to the energization time correction drive circuit 48, respectively. The memory 43 stores each of the cylinders # 1 to #
This is for individually holding the injection characteristics of the injector 9 of FIG. 4 as characteristic data, and corresponds to the characteristic holding means of the present invention. The energization time correction drive circuit 48 is for correcting a control amount input from the outside based on each injection characteristic held in the memory 43, and corresponds to a control amount correction unit of the present invention. Similarly, the energization time correction drive circuit 48
Are for driving the corresponding injectors 9 based on the corrected control amounts, and correspond to the driving means of the present invention. The communication circuit 44 is for exchanging the energization time (request) for each injector 9, the abnormality detection result, and the like by serial communication between the energization time correction drive circuit 48 and the abnormality detection circuit 42 and the ECU 30. , Communication means.

In this embodiment, the synchronous injection time TR corresponding to each of the cylinders # 1 to # 4 calculated by the ECU 30 is:
The current is input to the electronic circuit 13 of the fuel injection device 14 by serial communication in the form of the energization time of each injector 9 and is taken into the energization time correction drive circuit 48. Same circuit 48
Then, the taken-in energization time of each injector 9 is corrected by referring to each injection characteristic held in the memory 43 to calculate the final synchronous injection time TR1, and the final synchronous time obtained by the correction is calculated. The energization time correction drive circuit 48 drives each corresponding injector 9 based on the injection time TR1. The energization of each injector 9 is started in synchronization with the valve opening timing signal. Thereby, each injector 9 is controlled based on the final synchronous injection amount TR1 corrected by the injection characteristic of each injector 9, and the fuel injection amount of each injector 9 is individually controlled.

Therefore, the same operation and effect as those of the fuel injection control device of the first embodiment can be obtained by the fuel injection control device including this embodiment. Also, the same operation and effect as the fuel injection device 14 of the first embodiment can be obtained by the fuel injection device 14 of this embodiment.

The present invention is not limited to the above-described embodiments, and may be implemented by appropriately changing a part of the configuration without departing from the spirit of the invention.

(1) In each of the embodiments described above, the present invention is embodied in the four-cylinder engine 1. However, the present invention may be embodied in engines having different numbers of cylinders.

(2) In the above embodiments, the fuel injection device 14 is embodied as having the pressure regulator 12, but may be embodied as having no pressure regulator.

[0081]

According to the first aspect of the present invention,
Even if an injector that does not have high-precision injection characteristics is used, it is possible to suppress a deviation from the air-fuel ratio when the engine is adapted and a variation in the air-fuel ratio between the cylinders. In addition, since the fuel injection device can be integrally and individually managed and can be used for different engines, it is possible to make the manufacture and repair work of the engine easier than in the conventional case.

According to the second aspect of the present invention, even if an injector having no high-precision injection characteristics is used,
It is possible to suppress the deviation from the air-fuel ratio when the engine is adapted and the variation in the air-fuel ratio between the cylinders.

According to the third aspect of the present invention, even if an injector having no high-precision injection characteristics is used,
It is possible to suppress the deviation from the air-fuel ratio when the engine is adapted and the variation in the air-fuel ratio between the cylinders.

According to the configuration of the invention described in claim 4, even if an injector having no high-precision injection characteristics is used,
It is possible to suppress the deviation from the air-fuel ratio when the engine is adapted and the variation in the air-fuel ratio between the cylinders. In addition, since the fuel injection device can be integrally and individually managed and can be used for different engines, it is possible to make the manufacture and repair work of the engine easier than in the conventional case.

According to the fifth aspect of the present invention, even if an injector having no high-precision injection characteristics is used,
It is possible to suppress the deviation from the air-fuel ratio when the engine is adapted and the variation in the air-fuel ratio between the cylinders.

According to the configuration of the invention described in claim 6, even if an injector having no high-precision injection characteristics is used,
It is possible to suppress the deviation from the air-fuel ratio when the engine is adapted and the variation in the air-fuel ratio between the cylinders. In addition, since the fuel injection device can be integrally and individually managed and can be used for different engines, it is possible to make the manufacture and repair work of the engine easier than in the conventional case.

According to the configuration of the invention described in claim 7, even if an injector having no high-precision injection characteristics is used,
It is possible to suppress the deviation from the air-fuel ratio when the engine is adapted and the variation in the air-fuel ratio between the cylinders.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an engine system according to a first embodiment.

FIG. 2 is a schematic configuration diagram of a fuel injection control device.

FIG. 3 is also a graph showing injection characteristics of an injector.

FIG. 4 is a flowchart showing a fuel injection control program.

FIG. 5 is a chart showing synchronous injection timing of a four-cylinder engine.

FIG. 6 is a schematic configuration diagram of a fuel injection control device according to a second embodiment.

FIG. 7 is also a time chart showing an injector energizing signal.

FIG. 8 is a schematic configuration diagram of a fuel injection control device according to a third embodiment.

FIG. 9 is a flowchart showing an input signal rising timing process.

FIG. 10 is a flowchart showing the input signal fall timing processing.

FIG. 11 is a schematic configuration diagram of a fuel injection control device according to a fourth embodiment.

[Description of Signs] 9 Injector 10 Delivery pipe 13 Electronic circuit 14 Fuel injection device 30 ECU (Control amount calculating unit, Control amount correcting unit) 41 Drive circuit (Drive unit) 43 Memory (Characteristic holding unit) 46 Output correction circuit (Characteristics) Holding means) 47 arithmetic circuit (control amount correction means) 48 energization time correction drive circuit (control amount correction means, drive means)

────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] December 18, 2000 (200.12.
18)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0063

[Correction method] Change

[Correction contents]

FIG. 9 is a flowchart showing the operation of each cylinder # 1 to #
4 shows a routine for processing the start of energization of an output signal to the injector 9 of FIG. This routine is executed by the arithmetic circuit 47 of the electronic circuit 13 every time each injector energization signal is input (energization start timing). Step 200
Then, the arithmetic circuit 47 stores the ON time ONTIME (n) of the injector energizing signal of the n-th cylinder in its own memory.
Next, at step 210, the arithmetic circuit 47 starts energizing the injector 9 of the n-th cylinder. That is, E
ON of each injector energization signal of CU30 (energization start)
At the timing, the arithmetic circuit 47 starts energizing the specific injector 9. Thus, the arithmetic circuit 4
7 sequentially starts energizing the injectors 9 of the cylinders # 1 to # 4 at the ON timing of each injector energizing signal of the ECU 30.

[Procedure amendment 2]

[Document name to be amended] Drawing

[Correction target item name] Fig. 9

[Correction method] Change

[Correction contents]

FIG. 9

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02M 55/02 340 F02M 55/02 340B F-term (Reference) 3G066 AA01 AB02 AD10 BA00 BA51 BA53 CD26 DA01 DA04 DC00 DC04 DC09 DC11 DC14 DC19 DC24 3G084 AA03 BA13 DA23 DA27 EA08 EB06 EC05 FA10 FA11 FA20 FA33 3G301 HA06 JA05 JA14 JA17 JB02 JB09 LB02 LB07 MA01 MA11 NB06 NC01 ND00 ND01 NE22 PA07Z PA11Z PD03A PE01Z PE08Z

Claims (7)

[Claims] 1. A delivery pipe for distributing fuel introduced therein to a plurality of ports, a plurality of injectors mounted on each port of the delivery pipe for injecting fuel, and an injection characteristic of each of the injectors individually. A fuel injection device comprising: a module for holding characteristic holding means; 2. The fuel injection device according to claim 1, further comprising a fuel injection device, a control amount corresponding to an injection amount to be injected by one injector each time, and a standard injection characteristic of the injector. A control device including control amount calculating means for calculating based on the control value, and correcting the calculated control amounts based on the held injection characteristics of the corresponding injectors, and controlling the corrected control amounts. By controlling each corresponding injector based on volume,
A fuel injection control device, wherein a fuel injection amount from each of the injectors is individually controlled. 3. The fuel injection device according to claim 1, which is provided separately from the fuel injection device, and wherein a control amount corresponding to an injection amount to be injected by one injector each time is a standard injection characteristic of the injector. And a control device including a control amount calculating means for calculating based on the above, each of the calculated control amounts is input to each corresponding injector via the characteristic holding means, and A fuel injection control device, wherein each of the injectors is controlled based on the corrected control amount to individually control a fuel injection amount from each of the injectors. 4. A delivery pipe for distributing fuel introduced therein to a plurality of ports, a plurality of injectors mounted on each port of the delivery pipe for injecting fuel, and an injection characteristic of each of the injectors individually. A fuel injection device comprising: a module for holding characteristic holding means; and a driving means for driving each of the injectors based on a control amount input from the outside. 5. A fuel injection device according to claim 4,
A control amount calculating unit provided separately from the fuel injection device, for calculating a control amount corresponding to an injection amount to be injected by one injector each time based on a standard injection characteristic of the injector; and And a control amount correction means for correcting each control amount based on the injection characteristic held in the fuel injection device, wherein the fuel injection is performed based on each control amount corrected by the control device. A fuel injection control device, wherein the driving means drives each corresponding injector to individually control the amount of fuel injected from each injector. 6. A delivery pipe for distributing fuel introduced therein to a plurality of ports, a plurality of injectors mounted on each port of the delivery pipe for injecting fuel, and an injection characteristic of each injector individually. A characteristic holding unit for holding, a control amount correction unit for correcting a control amount input from the outside based on the held injection characteristics, and a corresponding injector based on the corrected control amount. A fuel injection device, comprising: a driving means for driving; and a module. 7. A fuel injection device according to claim 6, which is provided separately from the fuel injection device, and wherein a control amount corresponding to an injection amount to be injected by one injector each time is set as a standard injection characteristic of the injector. A control device including control amount calculating means for calculating based on the control amount, wherein each control amount calculated by the control device is controlled by the fuel injection device based on each injection characteristic held by the characteristic holding means. The fuel is characterized in that fuel is individually controlled by each of the injectors driven by the driving means based on each of the corrected control amounts corrected by the amount correcting means, thereby driving the corresponding injectors. Injection control device.